Apparatus and method for high efficiency operation of fuel cell systems

ABSTRACT

A drive circuit comprising a DC bus configured to supply power to a load, a first fuel cell coupled to the DC bus and configured to provide a first power output to the DC bus, and a second fuel cell coupled to the DC bus and configured to provide a second power output to the DC bus supplemental to the first fuel cell. The drive circuit further includes an energy storage device coupled to the DC bus and configured to receive energy from the DC bus when a combined output of the first and second fuel cells is greater than a power demand from a load, and provide energy to the DC bus when the combined output of the first and second fuel cells is less than the power demand from the load.

CROSS-REFERENCE TO RELATED APPLICATION

The present application is a non-provisional of, and claims priority to,U.S. patent application Ser. No. 12/326,171, filed Dec. 2, 2008, thedisclosure of which is incorporated herein by reference.

BACKGROUND OF THE INVENTION

Embodiments of the invention relate generally to systems that derivetheir power from fuel cells, and, more specifically, to an apparatus andmethod for improving the service life and efficiency of such systems.

Fuel cell technology has been incorporated in vehicles ranging fromautomobiles and buses to forklift trucks. While vehicles using fuel cellpropulsion systems may produce low to near-zero emissions, incorporatingfuel cell systems into such vehicles typically increases a cost of thevehicle (both in initial cost as well as in operating costs due to arelatively short service life of the fuel cell system) and reduces therange the vehicles may travel. Accordingly, acceptance of fuel celltechnology vehicles has generally been limited in the marketplace.

Typically, fuel cell propulsion systems are sized to meet the peaktransient requirements for system operation. In a fuel cell vehicle,peak transients generally occur over periods of steep acceleration,during which the system draws significantly more power from the fuelcell than during periods where the vehicle moves at constant speed.Sizing fuel cells to meet peak power requirements during periods ofsteep acceleration may result in vehicles which have fuel cells that aresignificantly larger than desired for the majority of drivingsituations.

Developing fuel cell vehicles with single fuel cells designed to meetthe maximum power demand requirements, typically results in fuel cellsthat are expensive, heavy, and that have a short service life. Becausethe service lifetime of a fuel cell generally decreases as the totalnumber of transients experienced by the fuel cell increases, having asingle large cell may result in frequent replacement of one of the mostexpensive components in the vehicle. Because the cost of replacing afuel cell can be a large percentage of the vehicle's total operatingcosts, decreasing the size of fuel cells and increasing the service lifeof the fuel cell are two factors in reducing the overall cost ofoperation of fuel cell vehicles.

It would therefore be desirable to have a fuel cell propulsion systemthat reduces the number of transients experienced by the fuel cell, itwould also be desirable to have a propulsion system in which the sizeand cost of the fuel cell can be reduced from levels typical for currentpropulsion systems while offering performance comparable to systemshaving larger fuel cells.

BRIEF DESCRIPTION OF THE INVENTION

According to an aspect of the invention, a drive circuit comprising a DCbus configured to supply power to a load, a first fuel cell coupled tothe DC bus and configured to provide a first power output to the DC bus,and a second fuel cell coupled to the DC bus and configured to provide asecond power output to the DC bus supplemental to the first fuel cell.The drive circuit further includes an energy storage device coupled tothe DC bus and configured to receive energy from the DC bus when acombined output of the first and second fuel cells is greater than apower demand from the load, and provide energy to the DC bus when thecombined output of the first and second fuel cells is less than thepower demand from the load.

In accordance with another aspect of the invention, a method ofmanufacturing that includes configuring a DC link to provide electricalpower to a traction motor, the traction motor having a loading on the DClink, coupling a first fuel cell and a second fuel cell to the DC link,each fuel cell configured to output electrical power to the DC link, andcoupling a first energy storage device to the DC link, the first energystorage device configured to receive energy from the DC link when acombined power output of the first and second fuel cells is greater thana power demand from a loading and configured to provide energy to the DClink when the combined output of the first and second fuel cells is lessthan the power demand from the loading.

In accordance with another aspect of the invention, a fuel cellpropulsion system including a first fuel cell configured to output powerto a vehicle traction motor load, a second fuel cell configured tooutput power to the vehicle traction motor load, and an energy storagedevice configured to output power to the vehicle traction motor load.The system further includes a controller configured to regulate energyto and from the energy storage device such that the fuel cells provideenergy to the energy storage device when combined power output from thefuel cells exceeds a power demand of the vehicle traction motor, and theenergy storage device provides power to vehicle traction motor whencombined power output from the fuel cells is less than the power demandof the vehicle traction motor.

Various other features and advantages will be made apparent from thefollowing detailed description and the drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

The drawings illustrate one preferred embodiment presently contemplatedfor carrying out the invention.

In the drawings:

FIG. 1 is a block diagram illustrating a fuel cell propulsion systemaccording to an embodiment of the invention.

FIG. 2 is a block diagram illustrating a fuel cell propulsion systemaccording to an embodiment of the invention.

FIG. 3 is a block diagram illustrating a drive circuit usable in thesystem of FIG. 1.

FIG. 4 is a schematic diagram illustrating an embodiment of a boostconverter.

FIG. 5 is a schematic diagram illustrating an embodiment of abi-directional buck/boost converter.

FIG. 6 is a block diagram illustrating a drive circuit usable in thesystem of FIG. 2 with alternate boost converter configuration.

FIG. 7 is a block diagram illustrating a drive circuit usable in thesystem of FIG. 2.

FIG. 8 is a graphical illustration of power output of energy storageelements in a fuel cell propulsion system according to an embodiment ofthe invention.

FIG. 9 is a graphical illustration of power output of energy storageelements in a fuel cell propulsion system according to an embodiment ofthe invention.

DETAILED DESCRIPTION

The invention includes embodiments that relate to hybrid and electricvehicles. The invention also includes embodiments that relate to anauxiliary drive apparatus and to methods for manufacturing auxiliarydrive systems.

According to an embodiment of the invention, a hybrid vehicle propulsionsystem 100 is illustrated in FIG. 1. Electrical power is provided to aDC bus or DC link 102 via a traction motor drive circuit 104. In thisembodiment, a traction motor 106 is coupled to a voltage inverter 108,which is coupled to a dynamic retarder 110 via DC bus 102. A high-sideenergy storage device 112 is coupled to the retarder 110 via DC bus 102as well. Traction motor drive circuit 104 includes one or more DC-to-DCvoltage converters 114 that are coupled to fuel cells 116, 118, alow-side energy storage device 120, and auxiliary loads 122.

In embodiments of the invention, low side energy storage device 120 maybe a battery, an ultracapacitor, a flywheel, or the like. In embodimentsof the invention, voltage converters 114 may be a buck regulator, a buckconverter, a boost regulator, a boost converter, or a bi-directionalbuck/boost converter. Fuel cells 116, 118 are coupled to fuel cellsystem controls 124. A controller 126 is coupled to fuel cell systemcontrols 124, voltage converters 114, voltage inverter 108, dynamicretarder 110, and motor 106.

In operation, voltage inverter 108 receives a DC power signal providedby traction motor drive circuit 104 to DC bus 102 and converts the DCsignal into an AC power signal suitable to drive traction motor 106,which may be configured to propel a hybrid vehicle (not shown). Tractionmotor drive circuit 104 generates a DC power signal via fuel cells 116,118 and low-side energy storage device 120. The DC power signal isoutput to DC bus 102 via the one or more voltage converters 114. Dynamicretarder 110 is used during the recapture of electrical energy fromtraction motor 106 during braking. High-side energy storage device 112is configured to supply electrical power to inverter 108 in oneoperating mode, during vehicle acceleration for example. In anotheroperating mode, during regenerative braking for example, high-sideenergy storage device 112 may supply electrical power via the voltageconverters 114 to low-side energy storage device 120, or to auxiliaryloads 122.

Controller 126 regulates the output of both voltage inverter 108 andDC-to-DC voltage converters 114. Through its control of the outputvoltage of each of the voltage converters 114, controller 126 determineswhat proportion of the electrical energy driving traction motor 106comes from each of the fuel cells 116, 118 and from low-side energystorage device 120. Controller 126 also regulates the operation of fuelcell control system 124, which is configured to implement on/offsequencing of fuels cells 116, 118 to extend the service life thereofwhile providing optimal efficiency independent of the instantaneouspower demands of traction motor 106. While fuel cell control system 124is depicted as a single element in FIG. 1, in an embodiment of theinvention, each fuel cell 116, 118 has its own fuel cell controller, asdiscussed below and shown in FIG. 3. Furthermore, although only two fuelcells 116, 118 are illustrated, embodiments of the invention illustratedherein are not limited to two, but may include more than two fuel cellscoupled to voltage converters 114 and controlled by fuel cell systemcontrol 124.

FIG. 2 illustrates a hybrid vehicle propulsion system 200 according toan embodiment of the invention. System 200, in this embodiment, is a“plug-in” version configured to receive power from a utility grid 230.And, although illustrated with respect to FIG. 2, it is to be understoodthat the hybrid systems disclosed herein may all be configured toreceive power from a utility grid, such as illustrated with respect toFIG. 2.

According to this embodiment of the invention, hybrid vehicle propulsionsystem 200 includes a traction motor drive circuit 204, which provideselectrical power to a DC bus or DC link 202. In this embodiment, atraction motor 206 is coupled to a voltage inverter 208. A dynamicretarder 210 is also coupled to inverter 208 via DC bus 202. A high-sideenergy storage device 212, which may be one of a battery and anultracapacitor, is coupled to dynamic retarder 210 via DC bus 202 aswell. Traction motor drive circuit 204 comprises one or morebi-directional boost converters 214 that are coupled to fuel cells 216,217, 218, 219, and to low-side energy storage devices 222, 223. The fuelcells 216, 217, 218, 219 are coupled to the boost converters 214 via aplurality of coupling devices 221, each of which may be a diode, acontactor, a semiconductor switch, or the like.

In embodiments of the invention, low-side energy storage device 222 maybe one of a battery, an ultracapacitor, and a flywheel. Fuel cells 216,217, 218, and 219 are coupled to fuel cell system controls 224. Acontroller 226 is coupled to fuel cell system controls 224, boostconverters 214, and inverter 208. An AC-to-DC converter 228 is coupledbetween high-side energy storage device 212 and three-phase utility grid230.

In operation, an AC signal from grid 230 is converted by all AC-to-DCconverter 228 into a DC signal, the energy from which can be stored inhigh-side energy storage device 212, low-side energy storage device 222,low-side energy storage device 223, or a combination thereof in oneembodiment, each of the plurality of fuel cells 216-219 is coupled to adistinct bi-directional buck/boost converter of bi-directionalbuck/boost converters 214, forming pairs thereof. In this embodiment,the plurality of fuel cells 216-219 may be regenerative ornon-regenerative. In an embodiment where fuel cells 216-219 areregenerative fuel cells, bi-directional buck/boost converters 214 permitrecharging of fuel cells 216-219 during regenerative braking. Theplurality of coupling devices 221 in system 200 may include one couplingdevice for each fuel cell/bi-directional buck/boost converter pair. Whenthe plurality of coupling devices 221 is a contactor or semiconductorswitch, controller 226 can fully isolate a respective fuel cell 216-219from the remainder of circuit 200. Electrical energy is thus supplied totraction motor 206 via bi-directional buck/boost converters 214, whichare also configured to deliver electrical energy from traction motor 206during regenerative braking to the low-side energy storage devices 222,223.

In an embodiment of the invention, system 200 is employed in a multiplefuel cell vehicle. In such an embodiment, controller 226 is configuredto operate fuel cells, such as fuel cells 216, 217, at a relativelynon-varying power output in response to power demands from tractionmotor 206. This relatively stable output is maintained independent ofthe transient or varying power demands from traction motor 206 which maybe due to different modes of vehicle operation. However, when there areno power demands on the fuel cells 216, 217, such as, for example, at astop light, controller 226 may instruct fuel cells 216-219 to supply nopower until the user accelerates the vehicle. In such a case, the poweroutput from the fuel cells could be reduced. In order for fuel cells216, 217 to maintain a non-varying output independent of the varyingpower demands from traction motor 206, the output level of fuel cells216, 217 should be at or below the Minimum power level used duringvehicle operation.

During periods of acceleration or when climbing a steep hill, tractionmotor 206 may demand power in excess of that being supplied by fuelcells 216, 217. Such sharp increases or variances in power demand may bereferred to as transients and can reduce service life of the fuel cell.Because fuel cells 216, 217 maintain relatively non-varying poweroutputs, power demands in excess of that supplied by fuel cells 216,217, including transient or varying power demands, are met by additionalfuel cells, for example 218, 219, along with low-side energy storagedevices 222, 223 and high-side energy storage device 212. In thismanner, fuel cell service lifetimes are extended because fuel cells 216,217 are not exposed to transient demands. And while fuel cells 218, 219supply the supplemental power needed during transient demands, thesecells may not have to supply energy when the vehicle operates in alow-demand mode, such as cruising at constant speed or driving atlow-speed.

Operating the fuel cells in this manner may also be more economical inthat the fuel cells can be smaller than would be possible in a vehiclepowered only by a single fuel cell. For example, a single fuel cellvehicle may, at times of peak demand, use 150 kW of power. In this case,the single fuel cell would have to be capable of supplying the 150 kW.As such, the fuel cell could be large and costly to operate and replaceand would be exposed to transient power demands, thus limiting theservice lifetime of the fuel cell. However, a fuel cell propulsionsystem according to an embodiment of the invention may include a fuelcell of 40 kW providing a relatively stable or non-varying power outputadequate for low-power-demand operating modes. Controller 226 isconfigured to meet transient power demands using one or more energystorage devices, such as storage devices 212, 222, 223, and using one ormore fuel cells, such as fuel cells 218, 219 to supply supplementalpower. Controller 226 could alternate between the two supplemental fuelcells 218, 219 in responding to transient power demands, thus extendingthe service life of each cell. Cost savings may be realized through botha longer service life for fuel cells and through the use of smaller,less costly fuel cells.

FIGS. 3, 6, and 7 illustrate traction motor drive circuits 300, 600,700, respectively, according to embodiments of the invention. Thus,circuits 300, 600, 700 may be applicable to the hybrid vehiclepropulsion system 100 illustrated in FIG. 1 or to the “plug-in” versionof a hybrid vehicle propulsion system 200 illustrated in FIG. 2.

An embodiment of a traction motor drive circuit 300 is illustrated inFIG. 3 and includes two fuel cells 302, 304, each of which is coupled toa respective DC-to-DC voltage converter 306, 308. Each of DC-to-DCvoltage converters 306, 308 may be one of a uni-directional boostconverter and a bi-directional buck/boost converter. Uni-directionalboost converters would not supply recharging voltage to fuel cells 302,304 when, for example, fuel cells 302, 304 are non-regenerative-typecells. In this case, using uni-directional boost converters may providea cost advantage over bi-directional voltage converters.

DC-to-DC voltage converters 306, 308 are coupled to DC bus/DC link 310.Each fuel cell 302, 304 is coupled to a respective fuel cell controller312, 314. An energy storage device 316, which may be one of a battery,an ultracapacitor, and a flywheel, is coupled to two bi-directionalbuck/boost converters 318, 320, both of which are coupled to DC bus 310.Auxiliary loads 317 may also be electrically connected to energy storagedevice 316, and receive power from energy storage device 316 or from DClink through one or more bi-directional buck/boost converters 318, 320.Though only two fuel cells 302, 304, two fuel cell controllers 312, 314,and two DC-to-DC voltage converters 306, 308 are illustrated, oneskilled in the art will recognize that embodiments of system 300 mayinclude more than two fuel cells, fuel controllers and voltageconverters. Accordingly, one skilled in the art will recognize thatembodiments of system 300 may include more than two bi-directionalbuck/boost converters 318, 320, with each of the more than twobi-directional buck/boost converters coupled to DC bus 112 and energystorage device 316.

Power output of fuel cells 302, 304 is controlled by fuel cellcontrollers 312, 314, respectively. Together, the individual fuel cellcontrollers constitute a fuel cell control system, such as fuel cellcontrol system 224 shown in FIG. 2. In operation, each of the DC-to-DCvoltage converters 306, 308 boosts the voltages from fuel cells 302, 304when commanded by controllers 312, 314 and supplies the boosted voltageto DC bus/link 310. Similarly, when commanded to do so by controller226, bi-directional buck/boost converters 318, 320 boosts the voltagefrom energy storage device 316 and supplies the boosted voltage to DCbus 310.

The level to which the output voltages of fuel cell 302, 304 areboosted, or stepped up, depends on the manner in which DC-to-DC voltageconverters 306, 308 are regulated by controller 226. Similarly, thelevel to which the output voltage of energy storage device 316 isboosted depends on the manner in which bi-directional buck/boostconverters 318, 320 are regulated by controller 226.

FIG. 4 illustrates an exemplary boost converter 400 usable inembodiments of boost converters herein. Boost converter 400 has atransistor or switch 402 used to control the output voltage of thedevice 400. In an embodiment of the invention, a controller such ascontroller 226 (shown in FIG. 2) opens and closes switch 402 usingpulse-width modulation (PWM) to generate the desired output voltage.Pulse-width modulation of a power supply, such as fuel cell 302 (shownin FIG. 3) and DC-to-DC voltage converter 306 (shown in FIG. 3),involves modulation of the power supply duty cycle. The resulting outputis a series of square waves. By controlling the timing of the squarewaves, the power supply output signal can be made to simulate a range ofDC voltage values.

FIG. 5 shows an exemplary bi-directional buck/boost converter 500 usablein embodiments of bi-directional buck/boost converters herein.Bi-directional buck/boost converter 500 has two transistor or switches502, 504 used to control the output voltage of the device. In anembodiment of the invention, controller 226 (shown in FIG. 2) operatesthe transistors 502, 504 using PWM to generate the desired outputvoltage. Power can flow in both directions through converter 500.However, the output voltage can be boosted only in one direction, thatis, when power is output at a first terminal 506. For power flowing inthe other direction and output to a second to 508, bi-directionalconverter 500 acts as a buck, or step-down, converter.

FIG. 6 illustrates an embodiment of a traction motor drive circuit 600in which a plurality of fuel cells 602 is coupled to a coupling device604. In an alternate embodiment of invention, circuit 600 includes onecoupling device for each of the plurality of fuel cells 602. Thecombined output of the plurality of fuel cells 602 is coupled throughcoupling device 604 to a plurality of bi-directional buck/boostconverters 606. In an alternate embodiment of the invention, thecombined output of the plurality of fuel cells 602 is also electricallycoupled through coupling device 604 to auxiliary loads 611 (shown inphantom). Auxiliary loads 611 can be powered directly from fuel cells602 or via bi-directional buck/boost converters 606 using power from DCLink 608. Fuel cells 602 are also coupled to fuel cell control system607, which, in an embodiment of the invention, includes a separate fuelcell controller (not shown) for each of the plurality of fuel cells 602.Each of the plurality of bi-directional buck/boost converters 606 iscoupled to DC link or bus 608. A first energy storage device 610, whichmay be a battery or an ultracapacitor, is coupled to a firstbi-directional buck/boost converter 612. A second energy storage device614, which may be a battery, an ultracapacitor, or a flywheel, iscoupled to a second bi-directional buck/boost converter 616. First andsecond bi-directional buck/boost converters 612, 616 are coupled to DCbus 608. One skilled in the art will recognize that circuit 600 is notlimited to two energy storage devices but may include a plurality ofenergy storage devices coupled to one or more bi-directional buck/boostconverters.

The use of bi-directional buck/boost converters 606 allows forrecharging of regenerative-type fuel cells 602 during regenerativebraking. Similarly, bi-directional buck/boost converters 612, 616 allowfor recharging of energy storage devices 610, 614 during regenerativebraking. Having multiple energy storage devices 610, 614 may increasethe amount of electrical energy available to devices powered from DC bus608. However, the amount of electrical energy supplied to DC bus 608 viaenergy storage devices 610, 614 is determined by the manner in which thevoltage output of each of bi-directional buck/boost converters 612, 616is regulated.

Bi-directional buck/boost converters 606 step up the voltage output fromthe plurality of fuel cells 602 and supply the stepped up voltage to DCbus 608. Similarly, bi-directional buck/boost converters 612, 616 stepup the voltages from energy storage devices 610, 614 and supplies thestepped up voltages to DC bus/DC link 608. The amount of electricalenergy output by fuel cells 602 is determined by the manner in whichfuel cell output is regulated by fuel cell control system 607. Duringlow-speed driving or cruising at constant speed, fuel cell controlsystem 607 may be commanded to operate a subset of the plurality of fuelcells 602 to output power at a non-varying rate to propel the vehicle.During periods of acceleration, when more power is needed, circuit 600may meet the transient power demands by drawing supplemental power fromenergy storage devices 610, 614 and from fuel cells 602.

FIG. 7 illustrates a traction motor drive circuit 700 according to anembodiment of the invention. Traction motor drive circuit 700 includes aplurality of fuel cells 702 whose combined output is coupled to a boostconverter 704 coupled to DC link 706. In an alternate embodiment ofcircuit 700, each of the plurality of fuel cells 702 is coupled to acoupling device 708 (shown in phantom), which may be a semiconductorswitch, a diode, a contactor, or the like. A first energy storage device710 is coupled to a first bi-directional buck/boost converter 712, and asecond energy storage device 714 is coupled to a second bi-directionalbuck/boost converter 716. Each of the first and second energy storagedevices 710, 714 may be a battery, an ultracapacitor, or a flywheel.Each of the first and second bi-directional buck/boost converters 712,716 is coupled to DC link 706.

In operation, the output voltage of the plurality of fuel cells 702 isstepped up by boost converter 704 and output to DC link 706. Similarly,the output voltages of storage devices 710, 714 are boosted byconverters 712, 716, respectively, and supplied to DC bus 706. In analternate embodiment, a contactor- or switch-type coupling device 708may be operated to isolate the plurality of fuel cells 702 from theremainder of circuit 700. Alternate embodiments may also include acoupling device 718 (shown in phantom) coupled between the outputs offirst energy device 710 and second energy device 714. Coupling device718 could be used to recharge one energy storage device by a secondenergy storage device. For example, if first energy storage device 710is a battery and second energy storage device 714 is an ultracapacitor,the battery 710 could supply the ultracapacitor 714 with electricalenergy via coupling device 718.

FIG. 8 is a graphic illustration of a power output plot 800 of anexemplary hybrid vehicle propulsion system having two fuel cells, abattery, and a load such as an electric motor according to embodimentsof the invention. A power demand curve 802 illustrates an exemplarypower demand of the electric motor. A plurality of curves 804 and 811respectively illustrate power provided by first and second fuel cells.An energy storage device power curve 812 illustrates power output by anenergy storage device such as, for example, a battery.

The first fuel cell is operated to experience minimum transients, andthe second fuel cell is operated to experience transients when limits ofthe energy storage device have been reached according to embodiments ofthe invention. As illustrated, first fuel cell power 804 is stable ornon-varying despite the transiently varying power demand 802. Secondfuel cell power 811 is stable during periods when the electric motorpower demand 802 is less than the combined power outputs of first fuelcell 804, second fuel cell 811, and battery power 812 such as duringperiod 809. During period 809, the power demand 802 is variable, and attimes exceeds the total output of the first and second fuel cells 804,811, and at other times is less than the total output of the first andsecond fuel cells 804, 811. When the power demand is less than thecombined power output of the first and second fuel cells 804, 811,output 812 from the battery is not needed, and the excess fuel cellenergy charges the battery. As illustrated in FIG. 8, when battery power812 drops below a zero axis 814, the battery may absorb excess powerfrom the first and second fuel cells.

At times during operation, power demand 802 may experience spikes 806,808 that exceed the stable output of both fuel cells 802, 811 andbattery 812. For example, battery power output 812 may be limited by thephysical properties of the battery as illustrated by plateaus 803, 816.Under such occurrences of spikes 806, 808, when battery power 812reaches maximum battery output 803, 816, power output of the second fuelcell transiently increases, respectively, at 820 and 822 to meet theadditional power demand.

Thus, because the battery initially responds to transient power demandsexceeding the stable power outputs of the two fuel cells, the secondfuel cell responds to transient demands that exceed the combined stablepower outputs of the two fuel cells and the power output of the battery.Reducing exposure of the second fuel cell to transient power demandswhen limits of the battery have been reached increases the service lifeof the second fuel cell. Further, because the first fuel cell does notrespond to power demand transients such as at spikes 806, 808, the firstfuel cell has a longer service life and, further, does not have to besized to meet power demands greater than the stable output 804.

FIG. 9 is a graphic illustration 900 of power output of an exemplaryhybrid vehicle propulsion system having two fuel cells, a battery and aload, such as an electric motor, according to embodiments of theinvention. That illustrated in FIG. 9 is similar to that illustrated inFIG. 8. However, in this embodiment the maximum power output of thebattery is halved and the second fuel cell is caused to experiencegreater transient fluctuations under the same assumed loadingconditions.

Referring now to FIG. 9, a power output plot 900 is illustratedaccording to an embodiment of the invention. Power output plot 900 showsa power demand curve 902 similar to power demand curve 802 shown in FIG.8. A power output curve 904 of a first fuel cell shows stable ornon-varying power output despite varying power demands of the electricmotor 902. A power output curve 910 is plotted of a second fuel cellhaving half the power output of the second fuel cell used for outputcurve 811 illustrated in FIG. 8. An energy storage device or batterypower curve from 912 illustrates power output by, for example, a batteryhaving half the power output of the battery used for output curve 802illustrated in FIG. 8. Curve 910 shows a non-zero base power output 911that is stable while the electric motor power demand from curve 902 isless than the stable power output of the first fuel cell 904. Curve 910shows another non-zero base power output 913 that is stable while theelectric motor power demand from curve 902 is greater than the stablepower output of the first fuel cell 904 and while the electric motorpower demand from curve 902 is less than a maximum battery power outputas illustrated by plateaus 916, 918 of curve 912.

Because the battery, in this embodiment, has half the power output ofthat used in FIG. 8, the second fuel cell is operated to respond to moretransient demands than under the same load conditions as thoseillustrated in FIG. 8 such that the first fuel cell experiences minimumtransients. When the electric motor power demand 902 is less than thecombined power output of the first and second fuel cells 904, 910, theexcess fuel cell energy charges the battery as illustrated when batterypower output line 912 drops below the zero axis 914 on graph 900, whichindicates that the battery is absorbing excess power from the first andsecond fuel cells. The battery power output 912 adds supplemental powerto the first and second fuel cell power outputs 904, 910 when the powerdemand 902 exceeds the power output 904 of the first fuel cell and thebase power output 913 of the second fuel cell. When the battery outputreaches its maximum shown at 916, 918, the power output of the secondfuel cell increases at 920, 922 to meet the power demanded at 906, 908.Because the battery initially responds to transient demands exceedingthe stable power outputs of the two fuel cells, the responses of thesecond fuel cell to transient power demands are reduced. However,because the battery power output maximum is less than that illustratedin FIG. 8, the transient response requirements of the second fuel cellare increased.

Thus, between the two illustrations of FIGS. 8 and 9, one skilled in theart will recognize that a tradeoff may be made between battery capacityand transient requirements of the second fuel cell. A large batterycapacity may reduce or eliminate the transient requirements of the fuelcell under designated operating conditions. However, it does so at theexpense of a larger and more expensive battery. Conversely, a smallerbattery capacity may result in increased transient requirements of thesecond fuel cell, thus negatively impacting its life. As such, theup-front cost of a large battery may be used to offset the long-termlife costs of a fuel cell, and vice versa, according to embodiments ofthe invention.

According to one embodiment of the invention, a drive circuit comprisinga DC bus configured to supply power to a load, a first fuel cell coupledto the DC bus and configured to provide a first power output to the DCbus, and a second fuel cell coupled to the DC bus and configured toprovide a second power output to the DC bus supplemental to the firstfuel cell. The drive circuit further includes an energy storage devicecoupled to the DC bus and configured to receive energy from the DC buswhen a combined output of the first and second fuel cells is greaterthan a power demand from the load, and provide energy to the DC bus whenthe combined output of the first and second fuel cells is less than thepower demand from the load.

In accordance with another embodiment of the invention, a method ofmanufacturing that includes configuring a DC link to provide electricalpower to a traction motor, the traction motor having a loading on the DClink, coupling a first fuel cell and a second fuel cell to the DC link,each fuel cell configured to output electrical power to the DC link, andcoupling a first energy storage device to the DC link, the first energystorage device configured to receive energy from the DC link when acombined power output of the first and second fuel cells is greater thana power demand from a loading and configured to provide energy to the DClink when the combined output of the first and second fuel cells is lessthan the power demand from the loading.

In accordance with yet another embodiment of the invention, a fuel cellpropulsion system including a first fuel cell configured to output powerto a vehicle traction motor load, a second fuel cell configured tooutput power to the vehicle traction motor load, and an energy storagedevice configured to output power to the vehicle traction motor load.The system further includes a controller configured to regulate energyto and from the energy storage device such that the fuel cells provideenergy to the energy storage device when combined power output from thefuel cells exceeds a power demand of the vehicle traction motor, and theenergy storage device provides power to vehicle traction motor whencombined power output from the fuel cells is less than the power demandof the vehicle traction motor.

While the invention has been described in detail in connection with onlya limited number of embodiments, it should be readily understood thatthe invention is not limited to such disclosed embodiments. Rather, theinvention can be modified to incorporate any number of variations,alterations, substitutions or equivalent arrangements not heretoforedescribed, but which are commensurate with the spirit and scope of theinvention. Additionally, while various embodiments of the invention havebeen described, it is to be understood that aspects of the invention mayinclude only some of the described embodiments. Accordingly, theinvention is not to be seen as limited by the foregoing description, butis only limited by the scope of the appended claims.

What is claimed is:
 1. A drive circuit comprising: a DC bus; a voltageconverter assembly coupled to the DC bus; a fuel cell coupled to thevoltage converter assembly; and a controller programmed to: operate thefuel cell to deliver a power output to the voltage converter assemblyduring a first mode of operation; and operate the voltage converterassembly to permit charging the fuel cell during a second mode ofoperation, wherein the fuel cell comprises a regenerative fuel cell. 2.The drive circuit of claim 1 further comprising an energy storage devicecoupled to the DC bus via the voltage converter assembly, wherein thecontroller is further programmed to control the energy storage device todeliver a supplemental power output to the voltage converter assembly.3. The drive circuit of claim 2 wherein the energy storage devicecomprises one of a battery, an ultracapacitor, and a flywheel.
 4. Thedrive circuit of claim 1 wherein the voltage converter assemblycomprises at least one bi-directional buck/boost converter.
 5. A methodof operating a fuel cell propulsion system comprising: causing a fuelcell to deliver a first output to a voltage converter assembly during afirst mode of operation; causing the voltage converter assembly topermit charging of the fuel cell during a second mode of operation; andcausing the voltage converter assembly to boost the first output andsupply the boosted output to a DC link, wherein the fuel cell comprisesa regenerative fuel cell.
 6. The method of claim 5 further comprisingcausing an energy storage device to deliver a second output to thevoltage converter assembly during the first mode of operation.
 7. A fuelcell propulsion system comprising: a motor; a DC bus coupled to themotor via an inverter; a DC-to-DC converter assembly coupled to the DCbus; a fuel cell arrangement coupled to the DC bus via the DC-to-DCconverter assembly; and a controller programmed to: operate the fuelcell arrangement to deliver a first power output to the DC-to-DCconverter assembly during a high-power-demand operating mode; operatethe fuel cell arrangement to deliver a second power output to theDC-to-DC converter assembly during a low-power-demand operating mode;and operate the DC-to-DC converter assembly to permit charging the fuelcell arrangement during a regenerative mode of operation, wherein thefuel cell comprises a regenerative fuel cell.
 8. The fuel cellpropulsion system of claim 7 further comprising an energy storage unitcoupled to the DC-to-DC converter assembly, wherein the controller isfurther programmed to operate the energy storage unit to supply a poweroutput equal to a difference between a requested operating power of themotor and a power output of the fuel cell arrangement.